Hybrid special transmission mechanism and hybrid drive device

Abstract

The application provides a hybrid special transmission mechanism and a hybrid driving device. The power of the motor is transmitted to the first intermediate shaft and the output shaft through the first gear unit; or the power of the motor is transmitted to the third intermediate shaft and the output shaft through the first gear unit and the fifth gear unit; or the power of the motor is transmitted to the first intermediate shaft and the output shaft through the second gear unit; or the power of the motor is transmitted to the third intermediate shaft and the output shaft through the second gear unit and the sixth gear unit; or the power of the motor is transmitted to the first intermediate shaft and the output shaft through the third gear unit to realize the reverse gear position; or the power of the motor is transmitted to the first intermediate shaft and the output shaft through the fourth gear unit and the third gear unit to realize the ultra-low speed gear position, so that various different gear modes can be realized, the space arrangement is facilitated, the gear shifting smoothness can be improved, and the off-road performance can be increased. Each gear position has a pure electric gear, the fun of driving in the pure electric mode can be improved, and the reverse gear function is provided in any working condition, so that the needs of customers can be better met.

Description

Technical Field

[0001] This invention relates to the field of automotive component technology, and in particular to a hybrid-specific transmission mechanism. Furthermore, this invention also relates to a hybrid drive device that utilizes this hybrid-specific transmission mechanism. Background Technology

[0002] A gearbox is a mechanism used to change the speed and torque from an engine. It can change the transmission ratio between the output shaft and the input shaft in a fixed or progressively increasing manner, and is also known as a hybrid-specific gearbox. A hybrid-specific gearbox is a type of gearbox that couples the power from the engine and the drive motor in a specific way, enabling the functions of changing speed and torque.

[0003] Existing hybrid-specific transmission mechanisms have a relatively long overall structure, making vehicle layout difficult. Furthermore, most current hybrid models use reverse rotation of the electric motor to achieve reverse gear functionality; however, the motor cannot reverse when the battery is low, limiting its functionality. In addition, existing hybrid-specific transmission mechanisms have few electric gears and poor off-road performance, failing to meet the performance requirements for dedicated hybrid transmission mechanisms. Summary of the Invention

[0004] In view of this, the present invention aims to propose a hybrid-specific transmission mechanism to improve its performance.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A hybrid-specific transmission mechanism includes a motor, an input shaft, a first gear unit, a second gear unit, a third gear unit, a fourth gear unit, a control mechanism, a first intermediate shaft, a third intermediate shaft, and an output shaft.

[0007] The input shaft is connected to the first intermediate shaft via the first gear unit, and the input shaft is connected to the first intermediate shaft via the second gear unit;

[0008] The motor is connected to the input shaft via a gear train and the first gear unit, or the motor is connected to the input shaft via a gear train and the second gear unit;

[0009] The input shaft is selectively connected to the first intermediate shaft via the third gear unit; the control mechanism and the fourth gear unit are disposed on the input shaft; the control mechanism is used to control the power supply between the third gear unit and the fourth gear unit;

[0010] The third intermediate shaft is provided with a fifth gear unit and a sixth gear unit, and the input shaft is selectively connected to the third intermediate shaft through the first gear unit and the fifth gear unit;

[0011] The input shaft is selectively connected to the third intermediate shaft via the second gear unit and the sixth gear unit; or the first intermediate shaft is selectively connected to the third intermediate shaft via the second gear unit and the sixth gear unit.

[0012] The first intermediate shaft and the third intermediate shaft are respectively connected to the output shaft for transmission.

[0013] Furthermore, the third gear unit includes a fifth driving gear loosely fitted on the input shaft, a third synchronizer disposed on the input shaft, a second intermediate shaft, a second intermediate gear disposed on the second intermediate shaft, and a fifth driven gear disposed on the first intermediate shaft; the third synchronizer is used to selectively connect the fifth driving gear; the second intermediate gear is connected to the fifth driving gear and the fifth driven gear respectively.

[0014] Furthermore, the fourth gear unit includes a planetary gear mechanism; the sun gear of the planetary gear mechanism is located on the input shaft; the control mechanism includes a fourth synchronizer located on the fifth drive gear, the fourth synchronizer selectively connecting to the ring gear / planet carrier of the planetary gear mechanism.

[0015] Furthermore, the first gear unit includes a first driving gear and a second driving gear disposed on the input shaft, a first driven gear, a second driven gear, and a first synchronizer disposed on the first intermediate shaft; the first driving gear and the first driven gear are connected in a driving manner, and the second driving gear and the second driven gear are connected in a driving manner; the first synchronizer is used to selectively connect the first driven gear or the second driven gear.

[0016] Furthermore, the fifth gear unit includes a third intermediate gear loosely fitted on the third intermediate shaft, and a fifth synchronizer disposed on the third intermediate shaft; the fifth synchronizer is used to selectively connect the third intermediate gear; the first driving gear or the second driving gear is connected to the third intermediate gear for transmission.

[0017] Furthermore, the second gear unit includes a third driving gear and a fourth driving gear disposed on the input shaft, a third driven gear, a fourth driven gear, and a second synchronizer disposed on the first intermediate shaft; the third driving gear and the third driven gear are connected in a driving relationship, and the fourth driving gear and the fourth driven gear are connected in a driving relationship; the second synchronizer is used to selectively connect the third driven gear or the fourth driven gear.

[0018] Furthermore, the sixth gear unit includes an eighth driven gear and a ninth driven gear loosely fitted on the third intermediate shaft, and a sixth synchronizer for selectively connecting the eighth driven gear or the ninth driven gear; the eighth driven gear is drivenly connected to the third driving gear or the third driven gear, and the ninth driven gear is drivenly connected to the fourth driving gear or the fourth driven gear.

[0019] Furthermore, it also includes a fourth intermediate shaft and a fourth intermediate wheel disposed on the fourth intermediate shaft; an eighth drive wheel is disposed on the power output shaft of the motor; the fourth intermediate wheel is connected to the eighth drive wheel in a transmission, and the fourth intermediate wheel is connected to the input shaft in a transmission via the first gear unit or the second gear unit.

[0020] Furthermore, a sixth driving wheel is provided on the first intermediate shaft; a seventh driving wheel is provided on the third intermediate shaft; a sixth driven wheel is provided on the output shaft; and the sixth driven wheel is connected to the sixth driving wheel and the seventh driving wheel respectively.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] (1) The hybrid-specific transmission mechanism described in this invention facilitates the transmission of motor power from the motor to the first intermediate shaft and output shaft via the first gear unit, or to the third intermediate shaft and output shaft via the first gear unit and the fifth gear unit, or to the first intermediate shaft and output shaft via the second gear unit, or to the third intermediate shaft and output shaft via the second gear unit and the sixth gear unit, or to the first intermediate shaft and output shaft via the third gear unit, thereby achieving reverse gear mode, or to the first intermediate shaft and output shaft via the fourth gear unit and the third gear unit, thereby achieving ultra-low speed gear mode. Thus, it can achieve a variety of different gear modes and better meet the usage requirements. In addition, each gear of this transmission mechanism has a pure electric gear, which can improve the driving pleasure in pure electric mode, and it has a reverse gear function under any working condition, which can better meet the needs of customers.

[0023] (2) The third gear unit includes a fifth driving gear, a third synchronizer, a second intermediate shaft, a second intermediate gear and a fifth driven gear, and allows the third synchronizer and the fifth driving gear to be selectively connected, so that the power connected to the input bearing can be transmitted to the first intermediate shaft through the third synchronizer, the fifth driving gear, the second intermediate gear and the fifth driven gear, which facilitates the realization of reverse gear mode.

[0024] (3) The fourth gear unit includes a planetary gear mechanism and the sun gear is placed on the input shaft. The control mechanism selectively connects to the ring gear or the planet carrier to control the power supply between the third gear unit and the fourth gear unit, so that the power connected to the input bearing can be transmitted to the output shaft through the sun gear, the ring gear or the planet carrier, which facilitates the realization of the ultra-low speed mode.

[0025] (4) The first gear unit includes a first driving gear, a second driving gear, a first driven gear, a second driven gear and a first synchronizer. The first driven gear or the second driven gear can be selectively connected through the first synchronizer to realize the transmission of power from the input shaft to the first intermediate shaft. This is convenient for arrangement and facilitates gear shifting and vehicle speed adjustment.

[0026] (5) The fifth gear unit includes the third intermediate gear and the fifth synchronizer, and the fifth synchronizer can be selectively connected to the third intermediate gear, so that the power connected to the input bearing can be transmitted to the third intermediate shaft through the third intermediate gear and the fifth synchronizer.

[0027] (6) The second gear unit includes a third driving gear, a fourth driving gear, a third driven gear, a fourth driven gear, and a second synchronizer. The third driven gear or the fourth driven gear can be selectively connected through the second synchronizer to realize the transmission of power from the first input shaft to the first intermediate shaft. This facilitates the arrangement and makes it easy to change gears and adjust vehicle speed.

[0028] (7) The sixth gear unit includes the eighth driven gear, the ninth driven gear and the sixth synchronizer. The eighth driven gear or the ninth driven gear can be selectively connected through the sixth synchronizer. The power from the input bearing can be transmitted to the third intermediate shaft through the eighth driven gear and the sixth synchronizer, or through the ninth driven gear and the sixth synchronizer, which is conducive to realizing multiple gear modes.

[0029] (8) By setting a fourth intermediate shaft and a fourth intermediate wheel, the fourth intermediate wheel is connected to the eighth driving wheel, which facilitates the transmission of the motor's power to the first gear unit or the second gear unit via the eighth driving wheel and the fourth intermediate wheel. It also changes the transmission ratio, which helps to improve meshing efficiency and thus improves the smoothness of power transmission.

[0030] (9) The sixth driven wheel on the output shaft is connected to the sixth driving wheel and the seventh driving wheel respectively, so that the power on the first intermediate shaft can be transmitted to the output shaft through the sixth driving wheel and the sixth driven wheel, or the power on the third intermediate shaft can be transmitted to the output shaft through the seventh driving wheel and the sixth driven wheel.

[0031] Another object of the present invention is to provide a hybrid drive device, including the hybrid-specific transmission mechanism as described above, and further including an engine and a clutch disposed at the power output end of the engine, the clutch being used to control the power connection and disconnection between the input shaft and the power output end of the engine.

[0032] The hybrid drive device described in this invention, by setting up an engine and a clutch, and controlling the power connection between the input shaft and the power output end of the engine through the clutch, allows the engine's power to be transmitted to the input shaft. Thus, it can realize multiple driving modes such as engine-only drive, motor-only drive, and engine and motor-driven together. Each driving mode has multiple different gear modes, and each gear has a pure electric gear, which can enhance the driving pleasure in pure electric mode. It also has a reverse gear function under any working condition, thus better meeting the needs of users. Attached Figure Description

[0033] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0034] Figure 1 This is a schematic diagram of the hybrid-specific transmission mechanism in application mode according to an embodiment of the present invention;

[0035] Figure 2 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is driven in the first gear mode.

[0036] Figure 3 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is in the second gear mode.

[0037] Figure 4 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is in the third gear mode;

[0038] Figure 5 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is in the fourth gear mode.

[0039] Figure 6 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is in the fifth gear mode;

[0040] Figure 7 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is driven in the sixth gear mode.

[0041] Figure 8 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is driven in the seventh gear mode.

[0042] Figure 9This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is driven in an ultra-low speed gear mode.

[0043] Figure 10 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when the engine is in reverse gear mode;

[0044] Figure 11 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in the first gear mode during motor drive.

[0045] Figure 12 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in the second gear mode during motor drive.

[0046] Figure 13 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in the third gear mode during motor drive.

[0047] Figure 14 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in the fourth gear mode during motor drive.

[0048] Figure 15 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in the fifth gear mode during motor drive.

[0049] Figure 16 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in the sixth gear mode during motor drive.

[0050] Figure 17 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in the seventh gear mode during motor drive.

[0051] Figure 18 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in an ultra-low speed gear mode during motor drive.

[0052] Figure 19 This is a schematic diagram of the power transmission route of the hybrid-specific transmission mechanism described in this embodiment of the invention when it is in reverse gear mode during motor drive.

[0053] Figure 20 This is a schematic diagram of the winding core structure of the motor according to an embodiment of the present invention;

[0054] Explanation of reference numerals in the attached figures:

[0055] 1. Clutch;

[0056] 2. Input shaft; 201. Third driving gear; 202. Fourth driving gear; 203. Fifth driving gear; 204. Third synchronizer; 205. Sun gear; 206. Planet gears; 207. Planet carrier; 208. Ring gear; 209. Fourth synchronizer; 301. First driving gear; 302. Second driving gear;

[0057] 4. First intermediate shaft; 401. First driven wheel; 402. Second driven wheel; 403. Third driven wheel; 404. Fourth driven wheel; 405. First synchronizer; 406. Second synchronizer; 407. Sixth driving wheel; 408. Fifth driven wheel;

[0058] 5. Third intermediate shaft; 501. Seventh driving wheel; 502. Fifth synchronizer; 503. Third intermediate wheel; 504. Eighth driven wheel; 505. Sixth synchronizer; 506. Ninth driven wheel;

[0059] 6. Fourth intermediate shaft; 601. Fourth intermediate wheel;

[0060] 7. Second intermediate shaft; 701. Second intermediate wheel;

[0061] 801, the eighth driving wheel;

[0062] 9. Output shaft; 901. Sixth driven wheel;

[0063] 10. Electric motor; 20. Engine; 30. Differential. Detailed Implementation

[0064] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0065] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," and "back," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0066] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0067] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0068] This embodiment relates to a hybrid-specific transmission mechanism, which, in its overall structure, is as follows: Figure 1 As shown, the hybrid-specific transmission mechanism mainly includes a motor 10, an input shaft 2, a first gear unit, a second gear unit, a third gear unit, a fourth gear unit, a control mechanism, a first intermediate shaft 4, a third intermediate shaft 5, and an output shaft 9.

[0069] The input shaft 2 is connected to the first intermediate shaft 4 via a first gear unit, and is also connected to the first intermediate shaft 4 via a second gear unit. In addition, the input shaft 2 is selectively connected to the first intermediate shaft 4 via a third gear unit. Thus, the power received by the input shaft 2 can be transmitted to the first intermediate shaft 4 via the first gear unit, the second gear unit, or the third gear unit.

[0070] The motor 10 is connected to the input shaft 2 via a gear train and a first gear unit, or the motor 10 is connected to the input shaft 2 via a gear train and a second gear unit. This facilitates the transmission of power from the motor 10 to the input shaft 2 via the gear train and the first gear unit, or via the gear train and the second gear unit.

[0071] In an embodiment of the present invention, the winding core of the motor 10 of the present invention includes a winding core, an oil inlet and a flow section are provided on the winding core, and one end of the oil inlet and the flow section are connected; the oil inlet is used to inject cooling oil into the flow section; the flow section is configured as an oil passage circulating around both ends of the winding core, so that the cooling oil flowing in the flow section flows through the first end of the winding core to the second end, and then flows back from the second end to the first end, so as to circulate and cool the winding core.

[0072] The circulation section includes oil cavity rings located at both ends of the wound iron core, and a circulating cooling channel located between the two oil cavity rings. Multiple oil passage openings are provided on each of the two oil cavity rings, and the circulating cooling channel connects to these openings, forming a meandering oil channel between the two oil cavity rings to circulate and cool the wound iron core. The circulating cooling channel includes multiple axial cooling channels formed on the wall of the wound iron core, and these axial cooling channels have a hexagonal cross-section.

[0073] Each oil chamber ring includes multiple small oil chambers. The small oil chambers on one oil chamber ring are staggered with the small oil chambers on another oil chamber ring. The oil inlet is connected to the small oil chamber located at the top of the winding iron core. Each small oil chamber is provided with an oil passage opening.

[0074] Oil baffles are provided at both ends of the wound iron core. A cooling chamber is formed between the oil baffles and the oil cavity ring. The coil of the wound iron core is located in the cooling chamber. The cooling chamber is used to store cooling oil to cool the coil at the end of the wound iron core. Oil draining parts are provided on the oil baffles and the oil cavity ring. The oil draining parts are used to drain the cooling oil in the cooling chamber.

[0075] The oil chamber ring is provided with a filling component for adding cooling oil into the cooling chamber. The filling component includes several oil seepage holes, which are circumferentially distributed on the oil chamber ring.

[0076] During the operation of the motor, cooling oil is injected into the circulation section through the oil inlet. The oil inlet can be an oil inlet pipe connected to the oil passage. The oil injection method can be an oil pump. Under the power of the oil pump, the cooling oil flows through the circulating oil passage. The cooling oil flows from the first end of the wound iron core to the second end, and then from the second end to the first end, so as to circulate and cool the wound iron core, thereby facilitating the reduction of the temperature rise of the motor stator winding during operation to a certain extent.

[0077] During the operation of the motor, cooling oil is injected into the circulation section through the oil inlet. As the oil channels circulate around both ends of the wound iron core, the cooling oil flows from the first end of the wound iron core to the second end and then from the second end back to the first end, thus circulating and cooling the wound iron core. This helps to reduce the temperature rise of the motor stator winding during operation to a certain extent. Furthermore, the cooling oil can be recycled again after the circulation is completed by using the oil outlet.

[0078] The aforementioned control mechanism and fourth gear unit are mounted on the input shaft 2. The control mechanism is used to control the power supply between the third gear unit and the fourth gear unit. This facilitates the transmission of power received on the input shaft 2 to the first intermediate shaft 4 via the fourth gear unit and the third gear unit, thereby enabling an ultra-low speed gear mode.

[0079] The first intermediate shaft 4 and the third intermediate shaft 5 are respectively connected to the output shaft 9 for transmission, thereby enabling the power received by the first intermediate shaft 4 or the power received by the third intermediate shaft 5 to be transmitted to the output shaft 9.

[0080] The third intermediate shaft 5 is equipped with a fifth gear unit and a sixth gear unit. The input shaft 2 is selectively connected to the third intermediate shaft 5 through the first gear unit and the fifth gear unit, which facilitates the transmission of power received by the input shaft 2 to the third intermediate shaft 5 via the first gear unit and the fifth gear unit. Alternatively, the input shaft 2 can be selectively connected to the third intermediate shaft 5 through the second gear unit and the sixth gear unit, or the first intermediate shaft 4 can be selectively connected to the third intermediate shaft 5 through the second gear unit and the sixth gear unit. In this way, the power received by the input shaft 2 can be transmitted to the third intermediate shaft 5 via the second gear unit and the sixth gear unit, or the power received by the first intermediate shaft 4 can be transmitted to the third intermediate shaft 5 via the second gear unit and the sixth gear unit.

[0081] The output shaft 9 can be directly used as the power input shaft of the differential 30, directly outputting power to the differential 30. It is understood that the first intermediate shaft 4 or the third intermediate shaft 5 can also be used as the power input shaft of the differential 30, inputting power to the differential 30. In a preferred embodiment of this example, the output shaft 9 is arranged parallel to the first intermediate shaft 4 and the third intermediate shaft 5.

[0082] Furthermore, as a preferred arrangement, a sixth driven wheel 901 is fixed on the output shaft 9, a sixth driving wheel 407 is fixed on the first intermediate shaft 4, and a seventh driving wheel 501 is fixed on the third intermediate shaft 5. The sixth driven wheel 901 is meshed with the sixth driving wheel 407 and the seventh driving wheel 501 respectively. Thus, the power on the first intermediate shaft 4 can be transmitted to the output shaft 9 via the sixth driving wheel 407 and the sixth driven wheel 901, or the power on the second intermediate shaft 7 can be transmitted to the output shaft 9 via the seventh driving wheel 501 and the sixth driven wheel 901, thereby realizing the transmission connection between the first intermediate shaft 4 and the third intermediate shaft 5 and the output shaft 9 respectively.

[0083] The aforementioned first gear unit is used to transmit power from the input shaft 2 to the first intermediate shaft 4. In a preferred embodiment, the first gear unit includes a first driving gear 301 and a second driving gear 302 fixed to the input shaft 2, a first driven gear 401 and a second driven gear 402 loosely fitted onto the first intermediate shaft 4, and a first synchronizer 405 fixed to the first intermediate shaft 4. The first driving gear 301 and the first driven gear 401 are meshed together, and the second driving gear 302 and the second driven gear 402 are meshed together. The first synchronizer 405 is used to selectively connect either the first driven gear 401 or the second driven gear 402. Thus, the power received by the input shaft 2 is transmitted to the first intermediate shaft 4 via the first driving gear 301 and the first driven gear 401, or via the second driving gear 302 and the second driven gear 402.

[0084] The aforementioned second gear unit is also used to transmit power from the input shaft 2 to the first intermediate shaft 4, facilitating the implementation of multiple different gear modes. As a preferred embodiment, the second gear unit includes a third driving gear 201 and a fourth driving gear 202 fixed to the input shaft 2, a third driven gear 403 and a fourth driven gear 404 loosely fitted onto the first intermediate shaft 4, and a second synchronizer 406 fixed to the first intermediate shaft 4. The third driving gear 201 and the third driven gear 403 are connected by gear meshing, as are the fourth driving gear 202 and the fourth driven gear 404. The second synchronizer 406 is used to selectively connect either the third driven gear 403 or the fourth driven gear 404. Thus, the power received by the input shaft 2 is transmitted to the first intermediate shaft 4 via the third driving gear 201 and the third driven gear 403, or via the fourth driving gear 202 and the fourth driven gear 404.

[0085] In a preferred embodiment, the aforementioned third gear unit includes a fifth driving gear 203, a third synchronizer 204, a second intermediate shaft 7, a second intermediate gear 701, and a fifth driven gear 408. The fifth driving gear 203 is loosely fitted onto the input shaft 2. The third synchronizer 204 is fixed to the input shaft 2. The second intermediate shaft 7 is arranged parallel to the first input shaft 2, and the second intermediate gear 701 is fixed to the second intermediate shaft 7. The fifth driven gear 408 is fixed to the first intermediate shaft 4. The third synchronizer 204 is used to selectively connect to the fifth driving gear 203, and the second intermediate gear 701 is drivingly connected to both the fifth driving gear 203 and the fifth driven gear 408. This configuration allows the power received by the input shaft 2 to be transmitted to the first intermediate shaft 4 via the third synchronizer 204, the fifth drive wheel 203, the second intermediate wheel 701, and the fifth driven wheel 408, facilitating the implementation of the reverse gear mode. Furthermore, by setting the second intermediate shaft 7 and the second intermediate wheel 701, it is beneficial to improve space utilization and also to improve shifting smoothness.

[0086] In a preferred embodiment, the aforementioned fourth gear unit includes a planetary gear mechanism. The planetary gear mechanism mainly includes a sun gear 205, a ring gear 208, and planetary gears 206 that are respectively connected to the sun gear 205 and the ring gear 208. The sun gear 205 is mounted on the input shaft 2, and the planetary gears 206 are rotatably mounted on the gearbox housing via a planet carrier 207. The first control mechanism includes a fourth synchronizer 209 mounted on the fifth drive gear 203, which selectively connects to the ring gear 208.

[0087] It should be noted that if the ring gear 208 of the planetary gear mechanism is located on the gearbox housing, the fourth synchronizer 209 is selectively connected to the planet carrier 207. This arrangement facilitates the first control mechanism in controlling the power supply between the third gear unit and the planetary gear mechanism.

[0088] It should be noted that in this embodiment, the fourth synchronizer 209 is preferably a bidirectional single-sided synchronizer, which is set on the fifth driving gear 203. The engagement teeth that can engage with it are set on the gear ring 208 or the planetary carrier 207. In addition, the fourth synchronizer 209 can also adopt the existing bidirectional double-sided synchronizer, which is loosely fitted on the input shaft, and the engagement teeth that can engage with it are respectively set on the fifth driving gear 203 and the gear ring 208 / planetary carrier 207, thereby realizing the power supply and disconnection between the fifth driving gear 203 and the planetary gear mechanism.

[0089] The aforementioned fifth gear unit, in a preferred embodiment, includes a third intermediate gear 503 loosely fitted on the third intermediate shaft 5, and a fifth synchronizer 502 fixed on the third intermediate shaft 5. The fifth synchronizer 502 is used to selectively connect to the third intermediate gear 503, and the second drive gear 302 is meshed with the third intermediate gear 503. This facilitates the transmission of power received by the input shaft 2 to the third intermediate shaft 5 via the third intermediate gear 503 and the fifth synchronizer 502.

[0090] It is worth noting that, in addition to the gear meshing connection between the third intermediate wheel 503 and the second driving wheel 302 mentioned above, the third intermediate wheel 503 can also be meshed with the first driving wheel 301. This allows the power received by the input shaft 2 to be transmitted to the third intermediate shaft 5 via the third intermediate wheel 503 and the fifth synchronizer 502.

[0091] In a preferred embodiment, the aforementioned sixth gear unit includes an eighth driven gear 504 and a ninth driven gear 506 loosely fitted on the third intermediate shaft 5, and a sixth synchronizer 505 fixed to the third intermediate shaft 5. The eighth driven gear 504 and the ninth driven gear 506 are respectively connected to the input shaft 2 via the second gear unit, and the sixth synchronizer 505 is used to selectively connect either the eighth driven gear 504 or the ninth driven gear 506. This allows power on the input shaft 2 to be transmitted to the third intermediate shaft 5 via the second gear unit and the eighth driven gear 504, or via the second gear unit and the ninth driven gear 506.

[0092] In terms of specific structural arrangement, the eighth driven wheel 504 can be connected to the third driving wheel 201 or the third driven wheel 403 by gear meshing, and the ninth driven wheel 506 can be connected to the fourth driving wheel 202 or the fourth driven wheel 404 by gear meshing. In this embodiment, as a preferred arrangement, it is specifically... Figure 1 The following is a detailed explanation using the example of the eighth driven wheel 504 being meshed with the third driving wheel 201 and the ninth driven wheel 506 being meshed with the fourth driving wheel 202.

[0093] It is understood that, in addition to the above-described arrangement, the eighth driven wheel 504 and the ninth driven wheel 506 can also be connected by gear meshing with the third driven wheel 403, and the ninth driven wheel 506 can be connected by gear meshing with the fourth driven wheel 404. This also enables the transmission of power from the input shaft 2 to the second intermediate shaft 7. In this embodiment, arranging the eighth driven wheel 504 and the ninth driven wheel 506 on the third intermediate shaft 5 fully utilizes the space within the transmission, increases the number of gear modes, and further improves the practicality of the transmission mechanism.

[0094] Similarly, as a preferred arrangement, in this embodiment, the first control mechanism and the fourth gear unit are mounted on the first input shaft 2. The first control mechanism is used to control the power supply between the third gear unit and the fourth gear unit.

[0095] In terms of specific arrangement, the first control mechanism in this embodiment specifically includes a fourth synchronizer 209 disposed on the fifth drive wheel 203. The fourth synchronizer 209 is a single-sided synchronizer, which is used to selectively connect to the ring gear 208 of the planetary gear mechanism. In this case, the single-sided synchronizer is engaged on the ring gear 208. Since the fifth drive wheel 203 belongs to the third gear unit and the ring gear 208 belongs to the fourth gear unit, the power supply and disconnection between the third and fourth gear units can be realized.

[0096] It should be noted that in the planetary gear mechanism, only one of the gear ring 208 and the planet carrier 207 needs to be fixed. The planetary gear mechanism described above is based on the example of fixing the planet carrier 207. In addition, the gear ring 208 can also be fixed, but in this case, the single-sided synchronizer should be selectively connected to the planet carrier 207, that is, the engagement sleeve of the single-sided synchronizer is fitted on the planet carrier 207.

[0097] In this preferred arrangement, the motor 10 is connected to the input shaft 2 via a gear train and a second gear unit. Specifically, the gear train is driven by the fourth drive wheel 202 of the second gear unit. This gear train includes a fourth intermediate shaft 6 and a fourth intermediate wheel 601 fixed on the fourth intermediate shaft 6. The fourth intermediate wheel 601 is engaged with the eighth drive wheel 801 on the power output shaft 9 of the motor 10, and is driven by either the first or second gear unit. This allows the power from the motor 10 to be transmitted to the first gear unit via the eighth drive wheel 801 and the fourth intermediate wheel 601, or to the second gear unit via the eighth drive wheel 801 and the fourth intermediate wheel 601. Furthermore, the fourth intermediate shaft 6 and the fourth intermediate wheel 601 help shorten the overall length of the hybrid drive device during arrangement, and the progressively larger diameters of the eighth drive wheel 801, the fourth intermediate wheel 601, and the fourth drive wheel 202 improve the smoothness of power transmission and enhance meshing efficiency.

[0098] The hybrid-specific transmission mechanism in this embodiment adopts a single input shaft 2, and sets multiple gears on the input shaft 2, as well as a third gear unit and a fourth gear unit. This helps to reduce space layout, improve space utilization, improve shifting smoothness, and also increase the vehicle's off-road performance.

[0099] In addition, this embodiment also relates to a hybrid drive device, which includes the aforementioned hybrid-specific transmission mechanism, an engine 20, and a clutch 1 located at the power output end of the engine 20. The clutch 1 is used to control the power supply between the input shaft 2 and the power output end of the engine 20. The clutch 1 can be a standard component, thus reducing the overall cost of the hybrid drive device.

[0100] In this embodiment, the engine 20 and clutch 1 facilitate the transmission of power from the engine 20 to the input shaft 2. At the same time, the motor 10 and gear system are connected to the second gear unit, enabling three driving modes: engine 20 driving alone, motor 10 driving alone, and engine 20 and motor 10 driving together. Each driving mode has multiple gear modes, as detailed below.

[0101] In engine 20 independent drive mode, the modes for each gear are as follows:

[0102] a) When the engine is in drive mode 20, the power transmission route of the hybrid-specific transmission mechanism in first gear mode can be as follows: Figure 2 As shown, clutch 1 is engaged, and the first synchronizer 405 and the first driven pulley 401 are engaged. This gear mode can be used as the first gear of a hybrid-specific transmission mechanism.

[0103] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → first driving wheel 301 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0104] b) When the engine is in drive mode 20, the power transmission route of the hybrid-specific transmission mechanism in the second gear mode can be as follows: Figure 3 As shown, clutch 1 is engaged, and the second synchronizer 406 and the third driven pulley 403 are engaged. This gear mode can be used as the second gear of a hybrid-specific transmission mechanism.

[0105] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → third drive wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0106] c) When the engine is in drive mode 20, the power transmission route of the hybrid-specific transmission mechanism in the third gear mode can be as follows: Figure 4 As shown, clutch 1 is engaged, and the first synchronizer 405 and the second driven pulley 402 are engaged. This gear mode can be used as the third gear of a hybrid-specific transmission mechanism.

[0107] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → second drive wheel 302 → second driven wheel 402 → first synchronizer 405 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0108] d) When the engine is in drive mode 20, the power transmission route of the hybrid-specific transmission mechanism in fourth gear mode can be as follows: Figure 5 As shown, clutch 1 is engaged, and the sixth synchronizer 505 and the eighth driven pulley 504 are engaged. This gear mode can be used as the fourth gear of a hybrid-specific transmission mechanism.

[0109] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → third drive wheel 201 → eighth driven wheel 504 → sixth synchronizer 505 → third intermediate shaft 5 → seventh drive wheel 501 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0110] e) When the engine is in drive mode 20, the power transmission route of the hybrid-specific transmission mechanism in fifth gear mode can be as follows: Figure 6 As shown, clutch 1 is engaged, and the fifth synchronizer 502 and the third intermediate pulley 503 are engaged. This gear mode can be used as the fifth gear of a hybrid-specific transmission mechanism.

[0111] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → second drive wheel 302 → third intermediate wheel 503 → fifth synchronizer 502 → third intermediate shaft 5 → seventh drive wheel 501 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0112] f) When the engine is in drive mode 20, the power transmission route of the hybrid-specific transmission mechanism in sixth gear mode can be as follows: Figure 7 As shown, clutch 1 is engaged, and the sixth synchronizer 505 and the ninth driven pulley 506 are engaged. This gear mode can be used as a sixth gear in a hybrid-specific transmission mechanism.

[0113] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → fourth drive wheel 202 → ninth driven wheel 506 → sixth synchronizer 505 → third intermediate shaft 5 → seventh drive wheel 501 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0114] g) When the engine is in drive mode 20, the power transmission route of the hybrid-specific transmission mechanism in seventh gear mode can be as follows: Figure 8 As shown, clutch 1 is engaged, and the second synchronizer 406 and the fourth driven pulley 404 are engaged. This gear mode can be used as the seventh gear of a hybrid-specific transmission.

[0115] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → fourth drive wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0116] h) When the engine 20 is driving, the power transmission route of the hybrid-specific transmission mechanism in the ultra-low speed gear mode can be shown in Figure 9. The clutch 1 is engaged, and the fourth synchronizer 209 and the gear ring 208 are engaged.

[0117] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → sun gear 205 → planet gear 206 → ring gear 208 → fourth synchronizer 209 → fifth drive gear 203 → second intermediate gear 701 → fifth driven gear 408 → first intermediate shaft 4 → sixth drive gear 407 → sixth driven gear 901 → output shaft 9 → differential 30.

[0118] i) When the engine is in drive mode, the power transmission route of the hybrid-specific transmission mechanism in reverse gear mode can be as follows: Figure 10 As shown, clutch 1 is engaged, and the third synchronizer 204 is engaged with the fifth drive wheel 203. This gear mode can be used as reverse gear in a hybrid-specific transmission mechanism.

[0119] At this time, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → third synchronizer 204 → fifth drive wheel 203 → second intermediate wheel 701 → fifth driven wheel 408 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0120] In the mode where engine 20 and electric motor 10 drive together, the gear modes are as follows:

[0121] a) When the engine 20 and the electric motor 10 drive together, and the hybrid-specific transmission mechanism is in the first gear mode, the clutch 1 is engaged, and the first synchronizer 405 and the first driven wheel 401 are engaged. The power transmission route of the engine 20 at this time can be seen in [reference needed]. Figure 2 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 11 As shown.

[0122] b) When the engine 20 and the electric motor 10 drive together, and the hybrid-specific transmission mechanism is in the second gear mode, the clutch 1 engages, and the second synchronizer 406 and the third driven pulley 403 engage. The power transmission route of the engine 20 at this time can be found in [reference needed]. Figure 3 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 12 As shown.

[0123] c) When the engine 20 and the electric motor 10 drive together, and the hybrid-specific transmission mechanism is in the third gear mode, the clutch 1 engages, and the first synchronizer 405 and the second driven pulley 402 engage. The power transmission route of the engine 20 at this time can be seen in [reference needed]. Figure 4 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 13 As shown.

[0124] d) When the engine 20 and the electric motor 10 drive together, and the hybrid-specific transmission mechanism is in the fourth gear mode, clutch 1 engages, and the sixth synchronizer 505 and the eighth driven pulley 504 engage. The power transmission route of the engine 20 at this time can be found in [reference needed]. Figure 5 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 14 As shown.

[0125] e) When the engine 20 and the electric motor 10 drive together, and the hybrid-specific transmission mechanism is in the fifth gear mode, the clutch 1 is engaged, and the fifth synchronizer 502 and the third intermediate pulley 503 are engaged. The power transmission route of the engine 20 at this time can be found in [reference needed]. Figure 6 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 15 As shown.

[0126] f) When the engine 20 and the electric motor 10 drive together, and the hybrid-specific transmission mechanism is in the sixth gear mode, the clutch 1 engages, and the sixth synchronizer 505 and the ninth driven wheel 506 engage. The power transmission route of the engine 20 at this time can be found in [reference needed]. Figure 7 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 16 As shown.

[0127] g) When the engine 20 and the electric motor 10 drive together, and the hybrid-specific transmission mechanism is in seventh gear mode, clutch 1 engages, and the second synchronizer 406 and the fourth driven pulley 404 engage. The power transmission route of the engine 20 at this time can be found in [reference needed]. Figure 8 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 17 As shown.

[0128] h) When the engine 20 and the electric motor 10 are driving together, and the hybrid-specific transmission mechanism is in ultra-low speed mode, clutch 1 is engaged, and the fourth synchronizer 209 and planetary carrier 207 are engaged. The power transmission route of the engine 20 at this time can be found in [reference needed]. Figure 9 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 18 As shown.

[0129] i) When the engine 20 and the electric motor 10 drive together, and the hybrid-specific transmission is in reverse gear mode, the clutch 1 engages, and the third synchronizer 204 engages with the fifth drive wheel 203. The power transmission route of the engine 20 at this time can be found in [reference needed]. Figure 10 As shown, the power transmission route of motor 10 can be found in [reference needed]. Figure 19 As shown.

[0130] In the standalone drive mode of motor 10, the various gear modes are as follows:

[0131] a) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in the first gear mode can be as follows: Figure 11 As shown, clutch 1 is disengaged, and the first synchronizer 405 and the first driven wheel 401 are engaged.

[0132] At this time, the power transmission route is: motor 10 → eighth drive wheel 801 → fourth intermediate wheel 601 → fourth drive wheel 202 → input shaft 2 → first drive wheel 301 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0133] b) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in the second gear mode can be as follows: Figure 12 As shown, clutch 1 is disengaged, and the second synchronizer 406 and the third driven wheel 403 are engaged.

[0134] At this time, the power transmission route is: motor 10 → eighth drive wheel 801 → fourth intermediate wheel 601 → fourth drive wheel 202 → input shaft 2 → third drive wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0135] c) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in the third gear mode can be as follows: Figure 13 As shown, clutch 1 is disengaged, and the first synchronizer 405 and the second driven wheel 402 are engaged.

[0136] At this time, the power transmission route is: motor 10 → eighth drive wheel 801 → fourth intermediate wheel 601 → fourth drive wheel 202 → input shaft 2 → second drive wheel 302 → second driven wheel 402 → first synchronizer 405 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0137] d) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in the fourth gear mode can be as follows: Figure 14 As shown, clutch 1 is disengaged, and the sixth synchronizer 505 and the eighth driven wheel 504 are engaged.

[0138] At this time, the power transmission route is: motor 10 → eighth drive wheel 801 → fourth intermediate wheel 601 → fourth drive wheel 202 → input shaft 2 → third drive wheel 201 → eighth driven wheel 504 → sixth synchronizer 505 → third intermediate shaft 5 → seventh drive wheel 501 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0139] e) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in the fifth gear mode can be as follows: Figure 15 As shown, clutch 1 is disengaged, and the fifth synchronizer 502 and the third intermediate pulley 503 are engaged.

[0140] At this time, the power transmission route is: motor 10 → eighth drive wheel 801 → fourth intermediate wheel 601 → fourth drive wheel 202 → input shaft 2 → second drive wheel 302 → third intermediate wheel 503 → fifth synchronizer 502 → third intermediate shaft 5 → seventh drive wheel 501 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0141] f) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in the sixth gear mode can be as follows: Figure 16 As shown, clutch 1 is disengaged, and the sixth synchronizer 505 and the ninth driven wheel 506 are engaged.

[0142] At this time, the power transmission route is: motor 10 → eighth driving wheel 801 → fourth intermediate wheel 601 → fourth driving wheel 202 → ninth driven wheel 506 → sixth synchronizer 505 → third intermediate shaft 5 → seventh driving wheel 501 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0143] g) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in the seventh gear mode can be as follows: Figure 17 As shown, clutch 1 is disengaged, and the second synchronizer 406 and the fourth driven wheel 404 are engaged.

[0144] At this time, the power transmission route is: motor 10 → eighth drive wheel 801 → fourth intermediate wheel 601 → fourth drive wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0145] h) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in ultra-low speed mode can be as follows: Figure 18 As shown, clutch 1 is disengaged, and the fourth synchronizer 209 and gear ring 208 are engaged.

[0146] At this time, the power transmission route is as follows: motor 10 → eighth driving wheel 801 → fourth intermediate wheel 601 → fourth driving wheel 202 → input shaft 2 → sun gear 205 → planetary gear 206 → ring gear 208 → fourth synchronizer 209 → fifth driving wheel 203 → second intermediate wheel 701 → fifth driven wheel 408 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0147] i) When motor 10 is driven alone, the power transmission route of the hybrid-specific transmission mechanism in reverse gear mode can be as follows: Figure 19 As shown, clutch 1 is disengaged, and the third synchronizer 204 is engaged with the fifth drive wheel 203.

[0148] At this time, the power transmission route is: motor 10 → eighth drive wheel 801 → fourth intermediate wheel 601 → fourth drive wheel 202 → input shaft 2 → third synchronizer 204 → fifth drive wheel 203 → second intermediate wheel 701 → fifth driven wheel 408 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 901 → output shaft 9 → differential 30.

[0149] Still refer to Figure 1 As shown, when the vehicle is parked with low remaining battery power, motor 10 generates electricity to charge the battery, and clutch 1 is in the disengaged state at this time.

[0150] The hybrid drive device in this embodiment adopts the above-mentioned hybrid-specific transmission mechanism, which can reduce space layout and improve space utilization. It can also realize multiple driving modes such as engine 20 driving alone, motor 10 driving alone, and engine 20 and motor 10 driving together. In each driving mode, there are eight forward gears and one reverse gear. Among the eight forward gears, there is an ultra-low speed gear mode, which provides better off-road performance and better meets the needs of use.

[0151] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A hybrid-specific transmission mechanism, characterized in that: It includes a motor (10), an input shaft (2), a first gear unit, a second gear unit, a third gear unit, a fourth gear unit, a control mechanism, a first intermediate shaft (4), a third intermediate shaft (5), and an output shaft (9); The input shaft (2) is connected to the first intermediate shaft (4) via the first gear unit, and the input shaft (2) is connected to the first intermediate shaft (4) via the second gear unit; The motor (10) is connected to the input shaft (2) via a gear train and the first gear unit, or the motor (10) is connected to the input shaft (2) via a gear train and the second gear unit; The input shaft (2) is selectively connected to the first intermediate shaft (4) via the third gear unit; the control mechanism and the fourth gear unit are located on the input shaft (2); the control mechanism is used to control the power supply between the third gear unit and the fourth gear unit; The third intermediate shaft (5) is provided with a fifth gear unit and a sixth gear unit, and the input shaft (2) is selectively connected to the third intermediate shaft (5) through the first gear unit and the fifth gear unit; The input shaft (2) is selectively connected to the third intermediate shaft (5) via the second gear unit and the sixth gear unit; or the first intermediate shaft (4) is selectively connected to the third intermediate shaft (5) via the second gear unit and the sixth gear unit. The first intermediate shaft (4) and the third intermediate shaft (5) are respectively connected to the output shaft (9) for transmission. The third gear unit includes a fifth driving gear (203) loosely fitted on the input shaft (2), a third synchronizer (204) provided on the input shaft (2), a second intermediate shaft (7), a second intermediate gear (701) provided on the second intermediate shaft (7), and a fifth driven gear (408) provided on the first intermediate shaft (4). The third synchronizer (204) is used to selectively connect to the fifth drive wheel (203); The second intermediate wheel (701) is connected to the fifth driving wheel (203) and the fifth driven wheel (408) respectively for transmission; The fourth gear unit includes a planetary gear mechanism; The sun gear (205) of the planetary gear mechanism is mounted on the input shaft (2); The control mechanism includes a fourth synchronizer (209) disposed on the fifth drive wheel (203), the fourth synchronizer (209) selectively connecting the ring gear (208) / planet carrier (207) of the planetary gear mechanism.

2. The hybrid-specific transmission mechanism according to claim 1, characterized in that: The first gear unit includes a first driving gear (301) and a second driving gear (302) disposed on the input shaft (2), a first driven gear (401), a second driven gear (402) and a first synchronizer (405) disposed on the first intermediate shaft (4). The first driving wheel (301) and the first driven wheel (401) are connected by a drive, and the second driving wheel (302) and the second driven wheel (402) are connected by a drive. The first synchronizer (405) is used to selectively connect the first driven wheel (401) or the second driven wheel (402).

3. The hybrid-specific transmission mechanism according to claim 2, characterized in that: The fifth gear unit includes a third intermediate gear (503) loosely fitted on the third intermediate shaft (5) and a fifth synchronizer (502) provided on the third intermediate shaft (5). The fifth synchronizer (502) is used to selectively connect the third intermediate wheel (503); The first drive wheel (301) or the second drive wheel (302) is connected to the third intermediate wheel (503) for transmission.

4. The hybrid-specific transmission mechanism according to claim 1, characterized in that: The second gear unit includes a third driving gear (201) and a fourth driving gear (202) disposed on the input shaft (2), a third driven gear (403), a fourth driven gear (404) disposed on the first intermediate shaft (4), and a second synchronizer (406). The third driving wheel (201) and the third driven wheel (403) are connected by a drive, and the fourth driving wheel (202) and the fourth driven wheel (404) are connected by a drive. The second synchronizer (406) is used to selectively connect the third driven wheel (403) or the fourth driven wheel (404).

5. The hybrid-specific transmission mechanism according to claim 4, characterized in that: The sixth gear unit includes an eighth driven gear (504) and a ninth driven gear (506) loosely fitted on the third intermediate shaft (5), and a sixth synchronizer (505) for selectively connecting the eighth driven gear (504) or the ninth driven gear (506). The eighth driven wheel (504) is connected to the third driving wheel (201) or the third driven wheel (403) in a transmission connection, and the ninth driven wheel (506) is connected to the fourth driving wheel (202) or the fourth driven wheel (404) in a transmission connection.

6. The hybrid-specific transmission mechanism according to claim 1, characterized in that: It also includes a fourth intermediate shaft (6) and a fourth intermediate wheel (601) disposed on the fourth intermediate shaft (6). The motor (10) has an eighth drive wheel (801) on its power output shaft (9). The fourth intermediate wheel (601) is connected to the eighth driving wheel (801) via a transmission, and the fourth intermediate wheel (601) is connected to the input shaft (2) via the first gear unit or the second gear unit.

7. The hybrid-specific transmission mechanism according to any one of claims 1-6, characterized in that: The first intermediate shaft (4) is provided with a sixth drive wheel (407); The third intermediate shaft (5) is provided with a seventh drive wheel (501); The output shaft (9) is provided with a sixth driven wheel (901); The sixth driven wheel (901) is connected to the sixth driving wheel (407) and the seventh driving wheel (501) respectively.

8. A hybrid drive device, characterized in that: The hybrid-specific transmission mechanism according to any one of claims 1-7 further includes an engine (20) and a clutch (1) disposed at the power output end of the engine (20), the clutch (1) being used to control the power connection and disconnection between the input shaft (2) and the power output end of the engine (20).

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